Flexible over the wing passenger loading bridge

ABSTRACT

Disclosed is a novel apparatus for moving passengers between an airport terminal building and a doorway of an aircraft located rearward of a wing of the aircraft. The inventive apparatus includes a passageway member pivotally anchored to one of the terminal building and a passenger loading bridge for servicing a front doorway of a same aircraft. The apparatus includes a telescopic passageway member that is pivotally mounted to the passageway member via a flexible connection. In use, the apparatus is cantilevered over the wing of an aircraft with the flexible connection substantially above a highest point along an upper surface of the aircraft wing. The flexible connection allows a cabin carried at an outboard end of the telescopic passageway member to mate to the rear doorway of the aircraft, providing an open passageway between the rear doorway and the terminal building through which passengers deplane. Positioning the flexible connection above the high point of the wing approximately minimizes the inclination of each passageway member floor surface.

[0001] This application claims priority from Provisional Application No.60/352,850 filed Feb. 1, 2002.

FIELD OF THE INVENTION

[0002] The present invention relates generally to passenger loadingbridges and more particularly to a flexible over-the-wing passengerloading bridge for servicing a rear doorway of a nose-in parkedaircraft.

BACKGROUND OF THE INVENTION

[0003] In order to make aircraft passengers comfortable, and in order totransport them between an airport terminal and an aircraft in such a waythat then are protected from weather and other environmental influences,passenger loading bridges are used which can be telescopically extendedand the height of which is adjustable. For instance, an apron drivebridge in present day use comprises a plurality of adjustable modules,including: a rotunda, a telescopic tunnel, a bubble section, a cab, andelevating columns with wheel carriage. Manual, semi-automated andautomated bridge alignment systems are known for adjusting the positionof the passenger loading bridge relative to an aircraft, for instance tocompensate for different sized aircraft and to compensate for impreciseparking of an aircraft at an airport terminal, etc. Of course, othertypes of bridges are known in the art, such as for example nose loaders,radial bridges and pedestal bridges.

[0004] Unfortunately, aircraft aisle design is such that passenger flowrate along aircraft aisles is a limiting factor, which slows down theentire deplaning operation. That is, the aircraft doorways and mostpassenger loading devices are capable of handling substantially higherpassenger flow rates than are the aircraft aisles. Of course, similardelays are also encountered during the boarding, or enplaning,operation. This limitation is of serious concern in a marketplace whereairlines consistently struggle to shorten the turn-around time of theiraircraft in order to boost operating efficiency, lower operating costsand thereby offer lower fares to their customers.

[0005] Accordingly, there has been much interest over the past severaldecades in developing ways of servicing plural doorways of a sameaircraft, in order to reduce the length of time that is required tocomplete the boarding and deplaning operations for said aircraft.Although it is known to service more than one doorway in front of thewing of some types of large aircraft, for example using two separateapron drive bridges to service two different doorways, the actual timesavings are nominal because some passengers must still traverse a longstretch of in-plane aisle in order to reach the nearer of the twodifferent doorways.

[0006] Some types of aircraft include a rear door through whichpassengers can enter and leave the aircraft by means of steps that arelowered from the aircraft onto the apron or tarmac, or by means ofmobile steps that are connected to the door by ground personnel. Onedrawback with this approach is that it is necessary for passengers towalk onto the apron and then walk up steps into the passenger bridge. Aswill be obvious to one of skill in the art, it is not desirable forpassengers to occupy the apron surrounding an aircraft, because of thesafety risks involved. Additionally, accessibility may be a concern forsome passengers, such as for instance a passenger using a wheelchair.

[0007] An improved system for servicing a doorway behind or over thewing of aircraft equipped with such a doorway is required. Inparticular, many smaller types of aircraft, such as for instance narrowbody aircraft, have only a single aisle along which passengers are ableto traverse the distance between the front of the aircraft and the lastrow of seats in the back of the aircraft. By servicing the rear doorway,the length of in-plane aisle which the passenger must traverse may bereduced substantially, for example by a factor of up to two, with acorresponding reduction of the boarding and/or deplaning time. This isparticularly desirable in the case of “stretch” models of aircraft, inwhich the length of in-plane aisle that must be traversed by passengerscan be quite significant. This reduction in boarding and/or deplaningtime not only avoids adverse passenger reaction, but also substantiallyincreases safety during situations requiring fast deplaning as in thecase of a fire on the ramp or in the aircraft at the terminal.

[0008] There have been two basic techniques of positioning aircraftalongside passenger terminals to permit interconnection of the aircraftand the terminal using passenger bridges; these two techniques areparallel parking and nose-in parking. Parallel parking offers theadvantages that the aircraft arrives and departs from its parkedposition under its own power, and thus requires no tow tractor in itsturnaround cycle. Further, the orientation of the aircraft with respectto the terminal facade in parallel parking facilitates access toaircraft doorways either forward of or aft of the wing with known rampsupported loading bridges. Moore et al. in U.S. Pat. No. 3,184,772,issued May 25, 1965, disclose a telescoping loading and unloadingstructure for servicing doorways forward of and aft of the wing of anaircraft parked in parallel relationship to a terminal building.

[0009] However, parallel parking presents one very significantdisadvantage. Parallel parking necessitates certain aircraft turning andmaneuvering room, and therefore this technique requires greater terminalfacade length than does the nose-in technique. Another disadvantage ofparallel parking is that departure of an aircraft from a parked parallelposition requires substantial engine thrust to start and turn theaircraft. As the aircraft departs, the exhaust of the aircraft enginesis directed toward the terminal building and toward the ground equipmentand personnel located adjacent the terminal with a resultant shaking ofthe terminal building and disruption of ground operation activities.

[0010] In view of these disadvantages, most modern terminals utilizenose-in aircraft parking. However, with nose in parking, it is generallynecessary to cantilever or otherwise move a passenger loading bridgestructure directly over the aircraft wing in order to service the reardoorway. One exception is U.S. Pat. No. 3,808,626 issued to Magill onMay 7, 1974, in which a self contained mobile passenger loading bridgefor airplane loading and unloading operations is disclosed. The bridgecomprises a three section telescopic passageway, which is pivotallyconnected to a terminal building at an inboard end via a stationaryrotunda and to a moveable rotunda at an outboard end. A second, twosection telescopic passageway is pivotally connected to the moveablerotunda at an inboard end thereof and has a cabin at an outboard endthereof for engaging a rear doorway of an aircraft. The bridge isessentially an elongated conventional apron drive bridge having anadditional pivot point, i.e. the moveable rotunda. for steering theoutboard end behind the wing of a nose-in parked aircraft in order tomate the cabin to a rear doorway of the aircraft.

[0011] U.S. Pat. No. 3,524,207 issued to Giarretto Aug. 18, 1970discloses an over-the-wing access structure for servicing multiple doorsin commercial jet aircraft. The height of the structure is verticallyadjustable in a level manner so as to accommodate vertical movement ofthe aircraft during loading and unloading. This system is both awkwardand expensive. Furthermore, should power to the structure be interruptedwhen the outboard supports are deployed, it becomes impossible to movethe aircraft away from the terminal building due to the supportsblocking the path of the wings.

[0012] U.S. Pat. No. 3,538,529 issued to Breier on Nov. 10, 1970discloses an overhead supported aircraft loading bridge, including aslightly arched telescoping tunnel section, which may be cantileveredover the wing of an aircraft for servicing a rear doorway thereof. Thetelescoping tunnel section is pivotally connected to a static structure,thereby providing additional freedom of vertical motion for clearing thewing and mating to the rear door of the aircraft. This system also isboth awkward and expensive. It is a further disadvantage of this systemthat the overhead support arm must support the weight of the entireloading bridge. Accordingly, the loading bridge of U.S. '529 isparticularly unsuitable for use with “stretch” aircraft models, whichmodels have rear doorways that are serviceable only using loadingbridges having three telescoping tunnel sections. As will be obvious toone skilled in the art, an additional tunnel section would addunacceptably to the weight of the loading bridge disclosed by Breier.

[0013] U.S. Pat. No. 3,722,017 issued to Gacs et al. on Mar. 27, 1973discloses an over-the-wing aircraft loading bridge having a mainpassageway member pivotally supported at the terminal building end on atrack mounted rack propelled carriage. The main passageway member iselevatable and depressable so that its outer end portion, slightlyarched, may extend over the wing of an aircraft. At its outer end themain passageway mounts a lateral passageway including an operator's cab,which is for being mated to a rear doorway of the aircraft. The lateralpassageway appears to serve as a bridge between the rear doorway and themain passageway element, which passageway lacks sufficient freedom ofvertical movement to engage the rear doorway directly. It is adisadvantage of this system that the lateral passageway, including themechanism for adjusting same, adds considerable weight to theunsupported (i.e. outboard) end of the main passageway member. Theadditional complexity of aligning such a bridge would increase the timerequired to move the bridge into alignment with the rear doorway,thereby negating some of the desired time savings. It is a furtherdisadvantage of the system disclosed by Gacs et al. that additionalbridge operators and gate control staff are required to service themultiple doors of the aircraft. For example, each doorway of theaircraft is serviced using a separate bridge having a separate entranceinto the terminal area.

[0014] Anderberg in WO 9942365 discloses an over-the-wing bridge havinga telescopic tunnel section pivotally connected to a rotunda at aninboard end thereof and terminating in a cabin at an outboard endthereof. The outboard end is supported using a vertically adjustablewheel carriage, which requires the outboard end of the tunnel to bedriven outward and around the wing of the aircraft. Of course, shouldpower to the telescopic tunnel be interrupted when the rear doorway ofthe aircraft is engaged, it becomes impossible to move the aircraft awayfrom the terminal building due to the wheel carriage blocking the pathof the wings. Furthermore, the tunnel section is straight and thereforethe floor of the cabin is at a lower level relative to the floor of theoutermost tunnel section. Although this arrangement allows thetelescopic tunnel section to clear the wing of the aircraft, the stepsthat are necessary for connecting the two floor sections wouldconstitute an unacceptable barrier to universal accessibility.

[0015] Kubatzki in WO 0009395 discloses an over the wing bridgeincluding at least one horizontally pivotal extension arm, whichextension arm is mounted on a support. An access tunnel, including adevice on the end thereof for docking to the airplane, is coupled to theextension arm. Due to the length of the cantilevered section of thepassenger bridge, the extension arm and support are considerablestructures. Furthermore, the support structure severely limits theability of the bridge to pivot horizontally.

[0016] Worpenberg in WO 0055040 discloses an over-the-wing bridgeincluding a telescopic tunnel section that can be swiveled over the wingof an aircraft and which is supported by an extension arm that isfixedly or moveably mounted on a frame. The telescopic tunnel section isstraight, and as such the inboard end of the tunnel section must be at ahigher level relative to the outboard end of the tunnel section in orderto engage the rear doorway of an aircraft whilst maintaining acceptableclearance above the aircraft wing. This may result in the upward slopeof the telescopic tunnel section toward the terminal being unacceptablysteep.

[0017] FMT Aircraft Gate Support Systems of Sweden has recentlyimplemented a dual-door, overwing loading bridge. The bridge includes apassageway extending from a rotunda and which can be cantilevered overthe wing of an aircraft to mate a cabin at the outboard end of thepassageway to a rear doorway of the aircraft. The passageway issupported at a variable height by an adjustable wheel carriage in frontof the wing and is permanently arched at a predetermined angle.Accordingly, vertical swinging motion occurs only at a point where thebridge is mounted to a fixed structure, such as one of a rotunda and aterminal building. It is a disadvantage that for certain combinations offixed structure access height and aircraft rear doorway position,servicing the rear doorway is awkward or impossible due to the limitedvertical motion of the cabin end.

[0018] It would be advantageous to provide an over-the-wing aircraftloading bridge that overcomes the above-mentioned disadvantagesassociated with the prior art.

OBJECT OF THE INVENTION

[0019] In an attempt to overcome these and other limitations of theprior art it is an object of the instant invention to provide a flexibleover-the-wing passenger loading bridge for servicing a rear doorway of anose-in parked aircraft.

[0020] In an attempt to overcome these and other limitations of theprior art it is an object of the instant invention to provide a flexibleover-the-wing passenger loading bridge that can be used in cooperationwith a known passenger loading bridge to increase passenger flow ratesto and from an aircraft.

SUMMARY OF THE INVENTION

[0021] In accordance with an aspect of the instant invention there isprovided a passenger loading bridge for servicing an aircraft having arear doorway aft of or over a wing, comprising:

[0022] a first passageway member pivotally coupled at an inboard endthereof to a rotunda and supported close to an outboard end thereof by aground support member;

[0023] a telescopic passageway member having an inboard end and anoutboard end and including at least two passageway elements, one that istelescopically received within the other such that a distance betweenthe inboard end and the outboard end of the telescopic passageway memberis variable, the telescopic passageway member for being supported in acantilever like fashion such that, in use, the telescopic passagewaymember is extensible over the wing;

[0024] a flexible connection for pivotally coupling the outboard end ofthe first passageway member and the inboard end of the telescopicpassageway member, for allowing a vertical swinging motion of theoutboard end of the telescopic passageway member; and

[0025] an adjustable support mechanism mounted at a first end thereof toa surface of the first passageway element and mounted at a secondopposite end thereof to a surface of the telescopic passageway member,for vertically swinging the telescopic passageway member relative to thefirst passageway member in a controllable manner.

[0026] In accordance with an another aspect of the instant inventionthere is provided a passenger loading bridge for servicing an aircrafthaving a rear doorway aft of or over a wing, comprising:

[0027] a first passenger loading bridge having an outboard endadjustable for servicing a doorway ahead of the wing of the aircraft;

[0028] an articulated passenger loading bridge having an inboard end forbeing anchored to a rotunda, an outboard end for being cantilevered overthe wing of the aircraft to service the rear doorway of the aircraft,and two passageway members pivotally coupled by a flexible connectiondisposed therebetween to allow a vertical swinging motion of one of thepassageway members relative to the other one of the passageway members;and

[0029] a stationary passageway element disposed between the firstpassenger loading bridge and the rotunda, for allowing passengers tomove therebetween,

[0030] wherein during use the inclination of a floor surface of each oneof the two passageway members of the articulated passenger loadingbridge is approximately minimized by positioning the flexible connectionapproximately above a highest point of the wing of the aircraft.

[0031] In accordance with yet another aspect of the instant inventionthere is provided a method of automatically aligning a passenger loadingbridge to an aircraft having a rear doorway aft of or over a wing,comprising the steps of:

[0032] a) automatically determining a type of the aircraft;

[0033] b) retrieving information relating to an expected stoppingposition for the rear doorway of the determined type of the aircraft;

[0034] c) retrieving other information relating to a predeterminedminimum height profile for allowing the passenger loading bridge tomaintain a desired minimum safe distance relative to the wing of theaircraft;

[0035] d) waiting for the aircraft to stop;

[0036] e) automatically moving an aircraft engaging end of the passengerloading bridge toward the expected stopping position of the rear doorwayfor the determined type of the aircraft; and

[0037] f) relatively moving outboard and inboard portions of thepassenger loading bridge about a flexible connection disposedtherebetween, such that during step (e) a point along the lower surfaceof the passenger loading bridge remains above the predetermined minimumheight profile of the wing of the aircraft.

[0038] In accordance with still another aspect of the instant inventionthere is provided a method of aligning a passenger loading bridge havingfirst and second aircraft engaging ports mounted at an outboard end offirst and second passageway members, respectively, to an aircraft havingfirst and second spaced apart doorways along a same side thereof,comprising the steps of:

[0039] a) automatically determining a type of the aircraft;

[0040] b) retrieving information relating to an expected stoppingposition of one of the first and second doorways for the determined typeof the aircraft;

[0041] c) automatically moving a corresponding one of the first andsecond passageway members, in order to move the aircraft engaging portmounted at the outboard end thereof toward the expected stoppingposition of the one of the first and second doorways of the aircraft;and

[0042] d) engaging the one of the first and second doorways of theaircraft using the aircraft engaging port mounted at the outboard end ofthe corresponding one of the first and second passageway members, toallow passengers to move therebetween.

[0043] In accordance with another aspect of the instant invention thereis provided a passenger loading bridge for servicing an aircraft havinga rear doorway aft of or over a wing, comprising:

[0044] a rotunda, for being anchored near an outboard end of an existingpassenger loading bridge, which passenger loading bridge includes anextensible passageway for servicing a doorway ahead of the wing of theaircraft;

[0045] an articulated passenger loading bridge pivotally anchored at aninboard end thereof to the rotunda, the articulated passenger loadingbridge for being cantilevered over the wing of the aircraft to servicethe rear doorway thereof, and having two passageway members pivotallycoupled by a flexible connection disposed them to allow a verticalswinging motion of one of the passageway members relative to the otherone of the passageway members, wherein during use the inclination of afloor surface of each of the two passageway members is optimized bypositioning the flexible connection substantially above a highest pointof the wing of the aircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Exemplary embodiments of the invention will now be described inconjunction with the following drawings, in which similar referencenumbers designate similar items:

[0047]FIG. 1a is a top plan view showing a loading bridge according tothe instant invention in a stowed position relative to a nose-in parkedaircraft;

[0048]FIG. 1b is a side view of the loading bridge shown in FIG. 1a;

[0049]FIG. 2a is a top plan view showing a loading bridge according tothe instant invention in an aircraft engaging position relative to anose-in parked aircraft;

[0050]FIG. 2b is a side view of the loading bridge shown in FIG. 2a;

[0051]FIG. 3a is a top plan view showing a loading bridge according to asecond embodiment of the instant invention in a stowed position relativeto a nose-in parked aircraft;

[0052]FIG. 3b is a side view of the loading bridge shown in FIG. 3a;

[0053]FIG. 3c is a top plan view showing a loading bridge according to athird embodiment of the instant invention in a stowed position relativeto a nose-in parked aircraft;

[0054]FIG. 3d is a side view of the loading bridge shown in FIG. 3c;

[0055]FIG. 4a is a detailed view of part of the loading bridge shown inFIG. 3a in a straight configuration;

[0056]FIG. 4b is a detailed view of part of the loading bridge shown inFIG. 3a in a bent configuration;

[0057]FIG. 5 is a top plan view of an aircraft loading apparatusaccording to the instant invention;

[0058]FIG. 6 is a top plan view of another aircraft loading apparatusaccording to the instant invention;

[0059]FIG. 7a is a side view of a prior art over the wing bridge beingcantilevered over a wing of an aircraft equipped with winglets;

[0060]FIG. 7b is a side view of an over the wing bridge according to theinstant invention, being cantilevered over a wing of an aircraftequipped with winglets; and

[0061]FIG. 8 shows a method of mating the over the wing loading bridgeto the rear doorway of the aircraft, according to the instant invention.

DETAILED DESCRIPTION OF THE INVENTION

[0062] The following description is presented to enable a person skilledin the art to make and use the invention, and is provided in the contextof a particular application and its requirements. Various modificationsto the disclosed embodiments will be readily apparent to those skilledin the art, and the general principles defined herein may be applied toother embodiments and applications without departing from the spirit andthe scope of the invention. Thus, the present invention is not intendedto be limited to the embodiments disclosed, but is to be accorded thewidest scope consistent with the principles and features disclosedherein.

[0063] Throughout the detailed description and in the claims, it is tobe understood that the following definitions shall be accorded to thefollowing terms. The term ‘inboard end’ refers to that end of apassageway nearest a stationary structure, for instance one of aterminal building and a stationary rotunda. The term ‘outboard end’refers to that end of a passageway nearest an aircraft doorway.

[0064] Referring to FIGS. 1a and 1 b, shown is a loading bridgeaccording to the instant invention in a stowed position relative to anose-in parked aircraft. FIG. 1a shows a top plan view of the loadingbridge. The loading bridge comprises a stationary rotunda 4 from whichextends a passageway 1 ending with a pivotal cabin 8 for mating to arear doorway 9 of an aircraft 10. The passageway 1 comprises afixed-length passageway member 2 and a telescopic tunnel section 21. Thefixed-length passageway member 2 includes a floor, two sidewalls and aceiling. The telescopic tunnel section 21 includes outer and innertunnel elements 6 and 7, wherein the inner element 7 is telescopicallyreceived within the outer element 6 such that the length of the tunnelsection 21 is variable. Each tunnel element 6 and 7 includes a floor,two sidewalls and a ceiling. Preferably, the fixed-length passagewaymember 2 and the outer tunnel element 6 have substantially similarcross-sectional profiles when viewed end-on. A flexible connectionincluding a bellows-type canopy 12 and a floor connector 11 connects theoutboard end of the passageway member 2 and the inboard end of the outertunnel element 6. The flexible canopy 12 is provided between thepassageway member 2 and the outer tunnel element 6 to provideweatherproof protection to passengers passing therebetween. Optionally,the flexible connection includes a floor plate (not shown) to provide alevel surface over which passengers move through the bridge. Theflexible connection permits vertical swinging of the telescopic tunnelsection 21 about a horizontal axis passing through the floor connector11.

[0065] The loading bridge is for being cantilevered and extended overthe wing of the nose-in parked aircraft 10 to service the rear doorway9. Accordingly, the inboard end of the passageway member 2 is pivotallyanchored to the stationary rotunda 4, preferably being at more or lessthe same elevation as the doorways in the aircraft 10. The passagewaymember 2 is supported near the outboard end thereof by a wheel carriageincluding a height adjustable support post 19 and drive wheels 3. Thedrive wheels 3 are for achieving angular displacement of the passageway1. Additional mechanisms (not shown) are provided for slidinglyextending and retracting the inner tunnel element 7 relative to theouter tunnel element 6, to thereby affect the length of the passageway1, and for pivoting the pivotal cabin 8. The height adjustable supportpost 19 preferably includes one of a hydraulic cylinder, a pneumaticcylinder and a screw jack. Of course, other known mechanisms for movingthe various bridge components relative to other bridge components areenvisaged for use with the instant invention, selection of suchmechanisms being purely a matter of design choice.

[0066] As shown in FIG. 1a, the rotunda 4 opens onto a stationary bridgestructure 5 leading to a terminal building (not shown). The stationarybridge structure 5 includes a nose-loader type bridge 30 forsimultaneously servicing a front doorway 31 of the aircraft 10.Optionally, the nose-loader type bridge 30 is replaced by one of aradial bridge and an apron drive bridge for simultaneously servicing afront doorway 31 of the aircraft 10. Preferably, the provided one of anose-loader, radial and apron drive bridge is mated to the front doorway31 of the aircraft 10 in a fully automated manner using an automatedbridge alignment system (not shown). An automated bridge alignmentsystem suitable for use with the instant invention is disclosed inco-pending U.S. patent application, Ser. No. 10/025,500, filed Dec. 26,2001 in the name of the Hutton and which is incorporated herein byreference. Further optionally, the rotunda 4 opens directly onto aterminal building concourse.

[0067] Referring to FIG. 1b, shown is a side view of the loading bridgeof FIG. 1a. As shown in FIG. 1b, overhead support means are provided forraising and lowering the cabin end of the telescopic tunnel section 21.In a first preferred embodiment shown in FIG. 1b the support meanscomprises a cable 13 attached at a first end to a bracket 14, whichbracket 14 is mounted to a roof surface near the outboard end of theouter tunnel segment 6. The cable 13 is passed over a bearing member 15,which is preferably disposed atop a support tower 16, and attached at asecond end to an adjustable winch 17. The action of winding additionalcable onto the winch causes the cabin-end to rise, whereas winding cableoff of the winch causes the cabin-end to lower. Preferably more than onecable is used. In a most preferred embodiment, two cables are used,which provides improved stability during operation and reduces the riskof a catastrophic failure in the event that one cable fails.

[0068] Optionally, the support means comprises a cable of fixed length,which cable is attached at a first end to a bracket mounted on a roofsurface near the outboard end of the outer tunnel segment 6, and at asecond opposite end to a second bracket mounted near the inboard end ofthe fixed-length passageway member 2. The cable passes over a bearingmember (not shown), which is preferably disposed atop a heightadjustable support tower (not shown) mounted near the outboard end ofthe fixed-length passageway member 2. Then, by extending the heightadjustable support tower the cable is pushed up, thereby, causing thecabin-end to swing vertically upward. Similarly, retracting the heightadjustable support tower causes the cabin-end to swing verticallydownward.

[0069] Referring to FIG. 2a, shown is a top plan view of a loadingbridge according to the first embodiment of the instant invention in anaircraft engaging position relative to a nose-in parked aircraft.Elements labeled with the same numerals have the same function as thoseillustrated in FIG. 1a. The passageway 1 is cantilevered over the wingof the aircraft 10 by driving the drive wheels 3 along an arcuate pathin front of the wing and in a direction generally toward the aircraft.Of course, prior to the passageway 1 being cantilevered toward theaircraft, the height adjustable support post 19 of the wheel carriage isadjusted in order to raise the passageway 1 to a height that provides aminimum safe clearance to the wing so as to avoid contact with the wingof the aircraft 10. Typically, this height is a safe distance above thehighest point of the upper surface of the wing of aircraft 10. When inthe aircraft engaging position, the passageway 1 extends from therotunda 4 and over the wing of aircraft 10, such that pivotal cabin 8mates to the rear doorway 9.

[0070] Furthermore, some models of aircraft include winglets that areattached proximate a tip of the wing of the aircraft. Said wingletsextend substantially above the highest point of the upper surface of thewing of aircraft 10. Accordingly, it is necessary in such cases for theheight adjustable support post 19 of the wheel carriage to be adjustedin order to raise the passageway 1 to a height that provides a minimumsafe clearance to the winglets, so as to avoid contact with the wingletswhen the passageway 1 is being moved approximately horizontally towardor away from the aircraft. Preferably, the minimum safe clearance to thehighest point of the upper surface of the wing is substantially similarto the minimum safe clearance to the winglets, requiring the passageway1 to be capable of being raised by an additional amount equal to theheight of the winglets. Preferably, the height adjustable support post19 includes a mechanical stop such that, in the event of a catastrophicfailure of the over the wing bridge, the height adjustable support post19 “bottoms out” prior to the passageway 1 coming into contact with thewing of the aircraft. In a most preferred embodiment, an adjustablemechanical stop is provided such that the “bottom out” position isvariable in dependence upon the position of passageway 1. For instance,the passageway 1 may be raised to clear the winglet at the tip of anaircraft wing when being cantilevered over the wing. In such aninstance, the“bottom out” position must be higher than the“bottom out”position that is required when the passageway 1 is over a flat portionof the wing. One solution is to provide an adjustable mechanical stopthat“bottoms out” at a predetermined distance below a current bridgeheight, wherein the predetermined distance is less than the minimum safeclearance that is maintained between the passageway 1 and any surface ofthe aircraft wing. In a most preferred embodiment, the height adjustablesupport post 19 includes an electrical controller for providing anelectronic“bottom out” point prior to the mechanical“bottom out” point.An adjustable mechanical stop as described above preferably includes acam for automatically raising a support member disposed within and/orexternal to the height adjustable support post 19, during the period oftime when the passageway 1 is being moved over the winglet. Themechanical stop optionally includes an electromagnetic screw for raisingand lowering the passageway 1, and which provides a“hard stop” in anevent that power to the screw is interrupted, for instance the screwdoes not“wind down” absent power being provided thereto.

[0071] Referring to FIG. 2b, shown is a side view of the loading bridgeillustrated in FIG. 2a. Elements labeled with the same numerals have thesame function as those illustrated in FIG. 1b. As discussed supra, FIG.2b shows the outboard end of passageway member 2 being elevated a safedistance above the highest point of the upper surface ol the wing ofaircraft 10. Advantageously, the wheel carriage supports the passagewaymember 2 at a point close to the leading edge of the aircraft wing, withthe passageway member 2 extending only a short distance beyond. As such,the floor connector 11 of the flexible connection is substantiallypositioned above the highest point of the upper surface of the wing ofaircraft 10. The support means adjust the height of the cabin end of thepassageway 1 in order to mate the cabin 8 to the doorway 9, allowing thepassageway 1 to maintain a predetermined threshold clearance above therearwardly downwardly sloping contour of the wing.

[0072] Preferably, the telescopic tunnel section 21 is substantiallycollinear with the passageway member 2 during the period of time thatthe passageway 1 is being cantilevered over the wing of the aircraft 10.Optionally, the telescopic tunnel section 21 is locked at somepredetermined angle relative to the passageway member 2, such that thepassageway 1 clears the wing of aircraft 10. Said angle is variable independence upon whether or not the aircraft being serviced by thepassageway 1 includes winglets attached near the tips of the wings. Asensor (not shown), preferably a plurality of sensors, including but notlimited to laser range finders, echo sonography sensors, inductiveproximity sensors, etc. are disposed along the passageway 1 in order tosense critical distances, such as for example a distance between anaircraft component and the passageway 1. In response to a sensor sensingan approach of a passageway section to within a predetermined thresholdvalue, the sensor transmits a control signal to a bridge controller (notshown). The control signal is for initiating a corrective action, suchas for instance one of moving the entire bridge away from the aircraftand stopping the motion of the bridge. Of course, once the cabin 8 ismated to the doorway 9 of the aircraft 10, the sensors continue tomonitor critical distances as the aircraft is loaded and/or unloaded.Accordingly, the sensors also transmit automatic control signals foradjusting the relative positions of the tunnel segments as the aircraftraises and lowers during the above-mentioned operations, a functionknown as autoleveling.

[0073] Optionally, an automated bridge control system is provided foradjusting the relative positions of the tunnel segments during theinitial process of aligning the cabin 8 to the doorway 9 of the aircraft10. One such automated bridge control system is disclosed in theco-pending United States patent application discussed supra.

[0074] Optionally, a second telescopic passageway (not shown) replacesthe fixed-length passageway member 2, Such that the floor connector 11may be positioned more precisely above the high point of the wingcontour. This is particularly advantageous when a same bridge is used toservice aircraft of different lengths. For example, a 737-900 isapproximately 45 feet longer than a 737-100. In the 737-900 the frontdoorway is moved forward relative to the wing and the rear doorway ismoved rearward relative to the wing, compared to the 737-100.Accordingly, when each aircraft is parked such that the front doorwaythereof is aligned with the nose-loader bridge 30, the leading edge ofthe wing is more distant from the rotunda 4 in the case of the 737-900than in the case of the 737-100. By extending the second telescopicpassageway toward the wing of the 737-900, the support post 19 and thefloor connector 11 are better positioned relative to the wing of theaircraft, and the length of the telescopic tunnel section when it ismoved over the wing to engage the rear doorway is minimized.

[0075] Referring to FIG. 8, shown is a method of mating the over thewing loading bridge to the rear doorway of the aircraft, according tothe instant invention. The over the wing loading bridge 1 occupies astowed position prior to being used for servicing the aircraft 10, asshown in FIGS. 1a and 1 b. When the aircraft 10 is assigned to a dockingarea adjacent the loading bridge 1, and when servicing of the reardoorway 9 is desired, a user of the bridge performs an optional step ofenabling the automated bridge control system, to place the automatedcontrol system in a stand-by mode for aligning the cabin 8 of theloading bridge 1 with the rear doorway 9 of the aircraft 10. Forinstance, the user turns a key in a control panel or enters analpha-numeric code via keypad of a control panel, to provide a controlsignal for enabling the automated bridge control system. Alternatively,the automated bridge control system remains in an enabled mode.

[0076] When enabled, a processor of the automated bridge control systemperforms a step of determining a type of the aircraft 10 to be serviced.For instance, the processor extracts data indicative of the type ofaircraft from the control signal, and/or an imaging system of thecontrol system captures an image of the aircraft 10 and extractsfeatures from the image for comparison by the processor to template datastored in a local database, to thereby make an independent determinationof the type of the aircraft 10. The template data preferably is storedlocally to the processor, such that substantially autonomous operationof the loading bridge 1 is possible.

[0077] In a next step, the processor retrieves other data relating to apredetermined minimum height profile for allowing the passenger loadingbridge to maintain a minimum safe distance relative to the wing of theaircraft. The predetermined minimum height profile relates to a heightof a point along the lower surface of the passenger loading bridge, atwhich height every point along the lower surface of the passengerloading bridge is at least the minimum safe distance above acorresponding point on the wing of the aircraft. Optionally, the imagingsystem is used to confirm the presence of winglets and/or other featuresextending above the surface of the wing of aircraft 10. The processorautomatically corrects the predetermined minimum height profile in theevent that an unexpected feature, such as for instance a winglet, isdetected. Once the aircraft 10 has come to a stop at an expectedstopping position adjacent the loading bridge 1, the automated controlsystem automatically moves the bridge toward the expected stoppingposition of the rear doorway 9 of the aircraft 10, which requires thatthe telescopic tunnel section be moved in a cantilever fashion over theupper surface of the wing of the aircraft. Accordingly, an initialmovement of the loading bridge 1 is for elevating the loading bridgesuch that a point along the lower surface thereof is at least apredetermined distance above the corrected predetermined minimum heightprofile, so as to maintain a minimum safe distance between the loadingbridge and the wing of the aircraft during subsequent movement of theloading bridge 1. For example, the processor provides a control signalto the height adjustable support post 19 to extend said post 19, so asto elevate the outboard end of the fixed-length passageway member 2above the corrected predetermined minimum height profile. Next, theprocessor provides a second control signal to the overhead supportmeans. For example, a winch controller (not shown) receives the secondcontrol signal and is actuated to either wind or unwind cable, so as tovertically swing the cabin end of the telescopic tunnel section 21relative to the fixed-length passageway member 2, about the floorconnector 11 of the flexible connection. In such a position, thetelescopic tunnel section 21 and the fixed-length passageway member 2forms an arch with sufficient height to clear the wing of the aircraft,including the winglet when present.

[0078] The remaining movement of the loading bridge 1 toward theaircraft 10 is also controlled by the automated control system, in orderto mate the cabin 8 to the rear doorway 9. Preferably, sensors disposedon and/or about the loading bridge sense distances between the loadingbridge and plural surfaces of the aircraft 10, and provide electricalcontrol signals useable by the processor of the automated control systemfor adjusting the bridge movement so as to avoid a collision between theloading bridge and the aircraft. Of course, once the cabin 8 is mated tothe rear doorway 9, the same and/or different sensors sense distanceinformation relating to the aircraft, in order to provide electricalcontrol signals useable by the processor of the automated control systemfor adjusting the loading bridge 1 as the aircraft raises or lowersduring an unloading or a loading operation.

[0079] Referring to FIGS. 3a and 3 b, shown is a loading bridgeaccording to a second embodiment of the instant invention in a stowedposition relative to a nose-in parked aircraft. Elements labeled withthe same numerals have the same function as those illustrated in FIGS.1a and 1 b. According to the second embodiment, the overhead supportmeans of FIG. 1b is replaced by a linear actuator comprising one of anextensible hydraulic cylinder 18 and an extensible electromechanicalball screw (not shown). Preferably, at least two linear actuators areprovided, one adjacent to each opposing side surface of the passageway1. The bridge 20 according to the second embodiment of the instantinvention works in a manner substantially analogous to that of the firstembodiment. Once the passageway is cantilevered over the wing ofaircraft 10, the linear actuators 18 are actuated to raise or lower thecabin end of the passageway to the level of the rear doorway 9.

[0080] Referring now to FIG. 4a and 4 b, detailed views of a linearactuator 18 in the form of a hydraulic cylinder 22 are shown. Thehydraulic cylinder 22 is pivotally mounted to a sidewall surface ofpassageway member 2 using an anchor 21. An elongated piston 23 istelescopically received within the hydraulic cylinder 22 and ispivotally mounted to a sidewall surface of outer tunnel element 6 usingan anchor 24. In FIG. 4a, the passageway member 2 is substantiallylongitudinally aligned with outer tunnel element 6. As shown in FIG. 4b,extending the piston causes the outboard end of tunnel element 6 to“lower”. Accordingly, the height of the cabin end of passageway 1 iscontrollable by extending and retracting the piston.

[0081] Referring to FIG. 3c and 3 d, shown is a loading bridge accordingto a third embodiment of the instant invention in a stowed positionrelative to a nose-in parked aircraft. The third embodiment is similarto the second embodiment. According to the third embodiment, a rigidsupport 31 extends upward from the wheel carriage support post 19, andadjacent a sidewall surface of passageway member 2. A hydraulic cylinder33 is pivotally mounted close to the top of support 31 using an anchor22. An elongated piston 34 is telescopically received within thehydraulic cylinder 33 and is pivotally mounted to a sidewall surfaceclose to the outboard end of outer tunnel element 6 using an anchor 35.Preferably, anchor 35 is pivotally mounted to a rigid floor supportmember (not shown) of outer tunnel element 6.

[0082] It is an unforeseen advantage of the apparatus described withreference to FIGS. 1 to 4 that, by including the flexible connectionbetween the passageway member 2 and the telescopic tunnel section 21,the passageway 1 is substantially more flexible compared to prior artover-the-wing bridges having a rigid, slightly arched shape. As such,the apparatus according to the instant invention is connectible betweena wider range of fixed structure doorway heights and aircraft reardoorway heights compared to the prior art bridges. It is a furtheradvantage of the instant invention that, by supporting the passagewaymember 2 using a moveable ground support member, such as a wheelcarriage, only the telescopic tunnel section 21 needs to be supported,for example using overhead support means or linear actuators. As such,the support means may be considerably less complex, thereby reducingcapital costs, avoiding construction of massive support structures,reducing maintenance costs and improving reliability.

[0083] Optionally, the telescopic tunnel section 21 includes more thantwo tunnel elements, for instance three tunnel elements. As will beobvious to one of skill in the art, additional tunnel elements extendthe length of the passageway, thereby allowing the bridge to servicerear doorways of stretch aircraft models, etc. Further optionally,additional flexible connections are provided along the length of thepassageway, including mechanisms for changing the inclination ofconnected tunnel elements. For example, a flexible connection isprovided between a first tunnel element and a second tunnel element andbetween the second tunnel element and a third tunnel element of atelescopic tunnel section comprising three tunnel elements. Theadditional flexibility of the passageway allows individual tunnelelements to be sloped less steeply, thereby improving accessibility andsafety.

[0084] Of course, all embodiments illustrated above include anose-loader type bridge for servicing a doorway in front of the wing ofaircraft 10. Accordingly, following an initial connection operation,passengers may move quickly between a terminal building and the aircraft10 via either one of the front and rear doorways. Preferably, airlineemployees direct a passenger to use one of the front doorway and therear doorway, depending upon a predetermined seating assignment of thepassenger, so as to avoid unnecessary intermingling of passengers alongthe airplane aisle or aisles. Optionally, an automated system includingsigns, boarding pass scanners, etc. is used to direct passenger travelflow onto and/or off of the aircraft 10. Further optionally, one of aradial type bridge and an apron drive bridge is provided in place of thenose-loader, as discussed in greater detail with reference to FIG. 5 andFIG. 6, respectively, below.

[0085] As noted above, the front doorways of aircraft are often movedforward relative to the wing as the overall length of the aircraftincreases. This is in addition to the rear doorways being moved rearwardrelative to the wing. Accordingly, it would be advantageous to providean apparatus having a passenger loading bridge that can be pivoted andextended in order to engage a front doorway of plural types of aircraft,each type of aircraft being of a different length, thereby minimizingthe amount of extension of an over the wing bridge potion that isrequired to engage a rear doorway of a same type of aircraft.

[0086] Referring to FIG. 5, shown is a top plan view of an aircraftloading apparatus according to the instant invention. The apparatusincludes an over the wing portion shown generally at 50 for servicing arear doorway 9 of a nose-in parked aircraft 10 at a terminal building61. The apparatus further includes a radial type bridge portion showngenerally at 51 for servicing a front doorway 31 of the nose-in parkedaircraft 10. The over the wing portion 50 and the radial type bridgeportion 51 are coupled via a unitary passageway element 52 to each otherand to an access portal 62 of the terminal building 61.

[0087] The over the wing portion 50 comprises a first passageway member56 pivotally mounted at an inboard end to a rotunda 54 and supportednear an outboard end by a wheel carriage 64 having a height adjustablesupport member (not shown) and driving wheels 68 for achieving angulardisplacement of the over the wing portion 50. The first passagewaymember 56 is also pivotally coupled at the outboard end to a telescopicpassageway member 63 via a flexible floor connection 11 for allowing avertical swinging motion of the telescopic passageway member 63, toalign a cabin 59 mounted at an outboard end of the telescopic passagewaymember 63 with the doorway 9. Support means (not shown) are provided foradjustably controlling the vertical swinging motion. Of course, othermechanisms (not shown) are provided for adjusting the height of the overthe wing portion 50, for extending and retracting the telescopicpassageway member 63, etc. In a preferred embodiment, the over the wingportion 50 is aligned with the doorway 9 in an automated fashion. Tothis end, a bridge controller (not shown) is also provided for receivingdata from sensors (not shown) mounted on or about the over the wingportion 50 and for providing control signals to the mechanisms. In apreferred embodiment, the portion 50 is aligned with the doorway 9absent any human intervention. In another preferred embodiment, a humanoperator is required to perform one of an enable and a disable operationprior to the portion 50 being aligned to the doorway 9. For instance,the human operator turns a key in a control panel (not shown) or entersan alphanumeric code via a key pad (not shown) to enable the automatedalignment system. In particular, flights that are only partially fullmay not require use of the over the wing portion 50, or alternativelycertain airlines may not approve use of the over the wing portion withtheir aircraft. Of course, optionally the cabin 59 is pivotally mountedat the outboard end of the over the wing portion 50.

[0088] The radial type bridge portion 51 includes a fixed-lengthpassageway member 55, which is mounted at an inboard end thereof to arotunda 53 and supported at an outboard end by a wheel carriage 65having a height adjustable support member (not shown) and driving wheels67 for achieving angular displacement of the radial type bridge portion51. The fixed-length passageway member 55 is telescopically coupled to asecond passageway member 66, such that the length of the radial typebridge portion 51 is variable. A cabin 58 is mounted at an outboard endof the second passageway member 66 for engaging the doorway 31. Theradial type bridge portion 51 is aligned to the doorway 31 in one of amanual, semi-automated, tele-robotic and automated manner. Optionally, abridge controller (not shown) is also provided for receiving data fromsensors (not shown) mounted on or about the radial bridge type portion51 and for providing control signals to the mechanisms. Of course, anumber of passageway members other than two may be envisaged for usewith the radial type bridge portion 51 of instant invention.

[0089]FIG. 6 is a top plan view of another aircraft loading apparatusaccording to the instant invention. Elements labeled with the samenumerals have the same function as those illustrated in FIG. 5, andtheir description is omitted here for clarity. The apparatus includes anover the wing portion shown generally at 50 for servicing a rear doorway9 of a nose-in parked aircraft 10 at a terminal building 61. Theapparatus further includes an apron bridge portion shown generally at 70for servicing a front doorway 31 of the nose-in parked aircraft 10. Theover the wing portion 50 and the apron bridge portion 70 are coupled viaa unitary passageway element 71 to each other and to an access portal 62of the terminal building 61.

[0090] The apron drive portion 70 includes a telescopic passagewaymember 78 comprising three passageway elements. Of course a number ofpassageway elements other than three may be envisaged for use with theinstant invention. A first passageway element 73 is mounted at aninboard end to a rotunda 72. An outboard end of the first passagewayelement 73 is telescopically received within an inboard end of a secondpassageway element 74, and an outboard end of the second passagewayelement 74 is telescopically received within an inboard end of a thirdpassageway element 75. The third passageway element 75 is supported nearan outboard end thereof by a wheel carriage 76 having a heightadjustable support member (not shown) and driving wheels 79 forachieving angular displacement of the apron drive portion 70 as well astelescoping of the passageway elements 73, 74 and 75 to alter the lengthof the apron drive portion 70. A cabin 77 is mounted at an outboard endof the third passageway element 75 for engaging the doorway 31.Optionally, the cabin 77 is pivotally mounted at the outboard end of thethird passageway element 75 and a mechanism (not shown) is provided foradjusting the orientation of the cabin relative to the third passagewayelement 75. The apron drive portion 70 is aligned to the doorway 31 inone of a manual, semi-automated, tele-robotic and automated manner.Optionally, a bridge controller (not shown) is also provided forreceiving data from sensors (not shown) mounted on or about the aprondrive portion 70 and for providing control signals to the mechanisms.

[0091] Of course, other known configurations of apron drive bridges arealso envisaged for use with the instant invention. For instance, anapron drive bridge including at least two passageway members, onetelescopically received within the other, is suitable for use with theinstant invention.

[0092] The instant invention described above with reference to FIGS. 1-6discloses an over the wing bridge for servicing a rear doorway of anaircraft, wherein a flexible floor connection 11 is provided between afirst passageway member and a telescopic passageway member of apassageway. It is an advantage of the instant invention that theflexible floor connection is positionable close to the leading edgeand/or highest point of the wing contour. such that the passageway maybe cantilevered over the wing of the aircraft to engage the rear doorwaythereof, whilst maintaining a safe clearance distance between the wingsurface and the passageway. It is a further advantage that, when used inconnection with an aircraft having winglets 80 attached near a tip ofeach wing 81, the bridge may still be cantilevered over the wing withoutrequiring the cabin end of the bridge to project substantially into theair. In fact, the tops of the winglets of a 737 type aircraft areapproximately 20 feet above the ground. Referring now to FIG. 7a, shownis a prior art over the wing bridge 83 being cantilevered over the wing81 of an aircraft having winglets 80 attached thereto. The cabin end 82of the non-flexible over the wing bridge 83 extends substantially higherthan the tops of the winglets. This situation is undesirable, especiallywhen operating under windy or adverse conditions. Referring now to FIG.7b, shown is a flexible over the wing bridge 90 according to the instantinvention being cantilevered over the wing 81 of an aircraft havingwinglets 80 attached thereto. A first passageway member 84 slopes upwardfrom a rotunda 85 to a height for providing safe clearance to thewinglet 80, and the flexible floor connection 1 allows the telescopicpassageway member 86 to swing vertically downward from said height, suchthat the cabin end 87 is approximately 20 feet above the ground or less.

[0093] Optionally, the invention according to any of the above-describedembodiments is operable in an automated manner, for example by providingan automated bridge control system. One such automated bridge controlsystem is disclosed in the co-pending United States patent applicationdiscussed supra. Of course, each one of the above-mentioned apparatusincludes a first moveable bridge for servicing a front doorway of anaircraft and an over the wing bridge for servicing a rear doorway of asame aircraft. The first moveable bridge and/or the over the wing bridgeare alignable to the corresponding doorway of the same aircraft in oneof a manual fashion and an automated fashion. Advantageously, the firstmoveable bridge may be aligned to the front doorway of the aircraft inthe automated fashion using the automated bridge control system, oncethe aircraft has come to a stop and absent any ground personnelintervention. A member of the flight crew of the aircraft thenoptionally deplanes via the front doorway and enables the automatedbridge control system to align the over the wing bridge to the reardoorway of the same aircraft.

[0094] Preferably, the height adjustable support member for adjustingthe vertical position of the over the wing portion includes a mechanicalstop, such that in the event of a catastrophic failure the heightadjustable support member “bottoms out” prior to the over the wingportion coming into contact with the wing of the aircraft. In a mostpreferred embodiment, an adjustable mechanical stop is provided suchthat the “bottom out” height is variable in dependence upon the bridgeposition. For instance, the over the wing portion may be raised to cleara winglet at the tip of an aircraft when being cantilevered over thewing. In such an instance, the bottom out position must be higher thanthe bottom out position that is required when the bridge is over a flatportion of the wing. One solution is to provide an adjustable mechanicalstop that bottoms out a predetermined distance below a current bridgeheight, wherein the predetermined distance is less than the minimum safeclearance that is maintained between the bridge and a portion of theaircraft.

[0095] Numerous other embodiments may be envisaged without departingfrom the spirit and scope of the invention.

What is claimed is:
 1. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing, comprising: afirst passageway member pivotally coupled at an inboard end thereof to arotunda and supported close to an outboard end thereof by a groundSupport member; a telescopic passageway member having an inboard end andan outboard end and including at least two passageway elements, one thatis telescopically received within the other such that a distance betweenthe inboard end and the outboard end of the telescopic passageway memberis variable, the telescopic passageway member for being supported in acantilever like fashion such that, in use, the telescopic passagewaymember is extensible over the wing; a flexible connection for pivotallycoupling the outboard end of the first passageway member and the inboardend of the telescopic passageway member, for allowing a verticalswinging motion of the outboard end of the telescopic passageway member;and an adjustable support mechanism mounted at a first end thereof to asurface of the first passageway element and mounted at a second oppositeend thereof to a surface of the telescopic passageway member, forvertically swinging the telescopic passageway member relative to thefirst passageway member in a controllable manner.
 2. An apparatusaccording to claim 1 comprising a cabin pivotally mounted at theoutboard end of the telescopic passageway member for engaging the reardoorway of the aircraft.
 3. An apparatus according to claim 1 whereineach one of the first passageway member and the telescopic passagewaymember includes a floor member, two sidewall members and a ceilingmember, and wherein the flexible connection comprises a hinge-likeelement disposed between the outboard end of the floor member of thefirst passageway member and the inboard end of the floor member of thetelescopic passageway member, so as to allow passengers to movetherebetween.
 4. An apparatus according to claim 3 wherein the flexibleconnection further comprises a bellows-like canopy disposed between theoutboard end of the first passageway member and the inboard end of thetelescopic passageway member, for providing substantially continuousweather-resistant protection to passengers moving therebetween.
 5. Anapparatus according to claim 1 wherein the ground support membercomprises a wheel carriage having drive wheels for frictionally engaginga ground surface, to achieve angular displacement of the outboard end ofthe first passageway member, and to thereby cantilever the outboard endof the telescopic passageway member in a direction generally toward therear doorway of the aircraft.
 6. An apparatus according to claim 5wherein the wheel carriage includes an adjustable support element foraffecting the height of the outboard end of the first passageway member.7. An apparatus according to claim 6 wherein the adjustable supportelement includes a mechanical stop for arresting a downward motion ofthe outboard end of the first passageway member at a predeterminedheight.
 8. An apparatus according to claim 7 wherein the adjustablesupport element includes a cam in communication with the mechanicalstop, for varying the predetermined height.
 9. An apparatus according toclaim 1 wherein the first passageway member comprises a fixed-lengthpassageway element having a cross-section normal to a longitudinal axisthereof and wherein the one of the at least two passageway elements ofthe telescopic passageway member has a substantially same cross-sectionnormal to a longitudinal axis thereof.
 10. An apparatus according toclaim 1 wherein the first passageway member comprises at least twopassageway elements, one that is telescopically received within theother, such that a distance between the inboard end and the outboard endof the first passageway member is variable.
 11. An apparatus accordingto claim 1 wherein the adjustable support mechanism includes: anoverhead support member disposed approximately above the ground supportmember; a load-bearing element coupled to the overhead support memberand spaced away from an outer roof surface of the first passagewaymember; an actuatable mechanism mounted to an outer surface of one ofthe first passageway member and the telescopic passageway member, nearan end thereof farthest from the overhead support member; a cableattached to an outer roof surface of the other one of the firstpassageway member and the telescopic passageway member, the cable inoperative communication with the actuatable mechanism via theload-bearing element, wherein during use the actuatable mechanismcontrollably pulls in cable to raise the outboard end of the telescopictunnel section and controllably releases cable to lower the outboard endof the telescopic tunnel section.
 12. An apparatus according to claim 1wherein the adjustable support mechanism comprises a linear actuatormechanism pivotally anchored at one end to the first passageway memberand pivotally mounted at a second opposite end to the telescopicpassageway member, and wherein during use extending the linear actuatormechanism controllably lowers the outboard end of the telescopic tunnelsection and retracting the linear actuator mechanism controllably raisesthe outboard end of the telescopic tunnel section.
 13. An apparatusaccording to claim 12 wherein the linear actuator mechanism is selectedfrom a group comprising: a hydraulic cylinder; a pneumatic cylinder;and, a ball screw jack.
 14. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing, comprising: afirst passenger loading bridge having an outboard end adjustable forservicing a doorway ahead of the wing of the aircraft; an articulatedpassenger loading bridge having an inboard end for being anchored to arotunda, an outboard end for being cantilevered over the wing of theaircraft to service the rear doorway of the aircraft, and two passagewaymembers pivotally coupled by a flexible connection disposed therebetweento allow a vertical swinging motion of one of the passageway membersrelative to the other one of the passageway members; and a stationarypassageway element disposed between the first passenger loading bridgeand the rotunda, for allowing passengers to move therebetween, whereinduring use the inclination of a floor surface of each one of the twopassageway members of the articulated passenger loading bridge isapproximately minimized by positioning the flexible connectionapproximately above a highest point of the wing of the aircraft.
 15. Anapparatus according to claim 14 wherein at least one of the twopassageway members is in the form of a telescopic passageway memberincluding at least two passageway elements, one that is telescopicallyreceived within the other, such that a distance between an inboard endand an outboard end of the at least one of the two passageway members isvariable.
 16. An apparatus according to claim 15 wherein the inboard endof the at least one of the two passageway members is coupled at anoutboard side of the flexible connection, and wherein a cabin ispivotally mounted at the outboard end of the at least one of the twopassageway members for being mated to the rear doorway of the aircraft.17. An apparatus according to claim 16 comprising a wheel carriagemounted near the outboard end of a lower surface of the other one of theat least two passageway members for vertically supporting thearticulated passenger loading bridge, the wheel carriage drivable alongan arcuate path in front of the wing of the aircraft for achievingangular displacement of the articulated passenger loading bridge.
 18. Amethod of automatically aligning a passenger loading bridge to anaircraft having a rear doorway aft of or over a wing, comprising thesteps of: a) automatically determining a type of the aircraft; b)retrieving information relating to an expected stopping position for therear doorway of the determined type of the aircraft; c) retrieving otherinformation relating to a predetermined minimum height profile forallowing the passenger loading bridge to maintain a desired minimum safedistance relative to the wing of the aircraft; d) waiting for theaircraft to stop; e) automatically moving an aircraft engaging end ofthe passenger loading bridge toward the expected stopping position ofthe rear doorway for the determined type of the aircraft; and f)relatively moving outboard and inboard portions of the passenger loadingbridge about a flexible connection disposed therebetween, such thatduring step (e) a point along the lower surface of the passenger loadingbridge remains above the predetermined minimum height profile of thewing of the aircraft.
 19. A method according to claim 18 wherein thepredetermined minimum height profile relates to a height of the pointalong the lower surface of the passenger loading bridge, at which heightevery point along the lower surface of the passenger loading bridge isat least the desired minimum safe distance above a corresponding pointon the wing of the aircraft.
 20. A method according to claim 18including the steps of: coupling the aircraft engaging end of thepassenger loading bridge to the rear doorway of the aircraft; whencoupled, sensing a vertical displacement of the wing of the aircraftrelative to the passenger loading bridge; and automatically moving thepassenger loading bridge in dependence upon the sensed verticaldisplacement of the wing, so as to maintain the desired minimum safedistance between the wing of the aircraft and the passenger loadingbridge.
 21. A method according to claim 18 including the step ofcoupling the aircraft engaging end of the passenger loading bridge tothe rear doorway of the aircraft, wherein, when coupled, the outboardportion of the passenger loading bridge is aligned substantiallyparallel to an upper surface of the wing of the aircraft.
 22. A methodaccording to claim 18 including the step prior to step (a) of: waitingto receive a control signal for enabling an automated bridge controlsystem to automatically align the passenger loading bridge to the reardoorway of the aircraft.
 23. A method according to claim 22 wherein thestep (a) of determining a type of the aircraft includes the steps of:a1) in dependence upon receiving the control signal, capturing an imageof the aircraft; a2) characterizing the image of the aircraft to extractfeatures relating to the aircraft; a3) comparing the extracted featureswith stored template features; and, a4) identifying the type of theaircraft in dependence upon a result of the comparison.
 24. A methodaccording to claim 22 wherein the step (a) of determining a type of theaircraft includes the step of: a1) extracting from the control signaldata relating to the type of the aircraft; and a2) based on theextracted data, identifying the type of the aircraft.
 25. A methodaccording to claim 18 including the step prior to step (d) of: c1)moving the passenger loading bridge to a predetermined preposition foravoiding contact with the determined type of the aircraft.
 26. A methodaccording to claim 18 wherein the step (e) includes the step of: e1)positioning the flexible connection of the passenger loading bridgeapproximately above a leading edge of the wing of the aircraft and at aheight that is sufficient for allowing the point along the lower surfaceof the passenger loading bridge to remain above the predeterminedminimum height profile of the wing of the aircraft.
 27. A methodaccording to claim 18 wherein the step (e) includes the steps of: e1)sensing a distance between the passenger loading bridge and theaircraft; e2) comparing the sensed distance to the desired minimum safedistance; and e3) when the sensed distance is i) one of greater than andequal to the desired minimum safe distance, continuing the movement ofthe bridge toward the expected stopping position of the rear doorway forthe determined type of aircraft, and ii) less than the desired minimumsafe distance, moving the bridge along a predetermined escape route in adirection away from the aircraft.
 28. A method according to claim 18wherein the step (e) includes the steps of: e1) sensing a distancebetween the passenger loading bridge and the aircraft; e2) comparing thesensed distance to the desired minimum safe distance; and e3) when thesensed distance is i) one of greater than and equal to the desiredminimum safe distance, continuing the movement of the bridge toward theexpected stopping position of the rear doorway for the determined typeof aircraft, and ii) less than the desired minimum safe distance,correcting the predetermined minimum height profile such that, duringfuture motion, the sensed distance is at least equal to the desiredminimum safe distance.
 29. A method of aligning a passenger loadingbridge having first and second aircraft engaging ports mounted at anoutboard end of first and second passageway members, respectively, to anaircraft having first and second spaced apart doorways along a same sidethereof, comprising the steps of: a) automatically determining a type ofthe aircraft; b) retrieving information relating to an expected stoppingposition of one of the first and second doorways for the determined typeof the aircraft; c) automatically moving a corresponding one of thefirst and second passageway members, in order to move the aircraftengaging port mounted at the outboard end thereof toward the expectedstopping position of the one of the first and second doorways of theaircraft; and d) engaging the one of the first and second doorways ofthe aircraft using the aircraft engaging port mounted at the outboardend of the corresponding one of the first and second passageway members,to allow passengers to move therebetween.
 30. A method according toclaim 29 wherein steps (b) to (d) are performed using an automatedbridge control system.
 31. A method according to claim 30 wherein thestep (a) of determining a type of the aircraft includes the steps of:a1) capturing an image of the aircraft; a2) characterizing the image ofthe aircraft to extract features relating to the aircraft; a3) comparingthe extracted features with stored template features; and, a4)identifying the type of the aircraft in dependence upon a result of thecomparison.
 32. A method according to claim 31 wherein the one of thefirst and second doorways of the aircraft is a front doorway locatedforward of a wing of the aircraft.
 33. A method according to claim 32wherein the other one of the first and second doorways of the aircraftis a rear doorway located aft of or over a wing of the aircraft, and theother one of the two aircraft engaging ports is automatically alignedthereto using a same automated bridge control system.
 34. A methodaccording to claim 32 wherein the other one of the first and seconddoorways of the aircraft is a rear doorway located aft of or over a wingof the aircraft, and the other one of the two aircraft engaging ports isaligned thereto in a manual fashion.
 35. A method according to claim 31wherein the one of the first and second doorways of the aircraft is arear doorway located aft of or over a wing of the aircraft, and whereinthe corresponding one of the first and second passageway members ismoved in a cantilever fashion at at least a desired minimum safedistance above the surface of the wing of the aircraft.
 36. A methodaccording to claim 35 including the step of: e) relatively movingoutboard and inboard portions of the corresponding one of the first andsecond passageway members about a flexible connection disposed betweenthe outboard and inboard portions, such that during step (c) a pointalong the lower surface of the corresponding one of the first and secondpassageway members remains above a predetermined minimum height profileof the wing of the aircraft, to maintain the desired minimum safedistance relative to the wing of the aircraft.
 37. A method according toclaim 36 wherein the predetermined minimum height profile relates to aheight of the point along the lower surface of the corresponding one ofthe first and second passageway members, at which height every pointalong the lower surface of the corresponding one of the first and secondpassageway members is at least the desired minimum safe distance above acorresponding point on the wing of the aircraft.
 38. A method accordingto claim 37 wherein the other one of the two aircraft engaging ports isaligned in a manual fashion to the other one of the first and seconddoorways of the aircraft.
 39. A method according to claim 37 wherein theother one of the two aircraft engaging ports is automatically aligned tothe other one of the first and second doorways of the aircraft using asame automated bridge control system.
 40. A passenger loading bridge forservicing an aircraft having a rear doorway aft of or over a wing,comprising: a rotunda, for being anchored near an outboard end of anexisting passenger loading bridge, which passenger loading bridgeincludes an extensible passageway for servicing a doorway ahead of thewing of the aircraft; an articulated passenger loading bridge pivotallyanchored at an inboard end thereof to the rotunda, the articulatedpassenger loading bridge for being cantilevered over the wing of theaircraft to service the rear doorway thereof, and having two passagewaymembers pivotally coupled by a flexible connection disposed them toallow a vertical swinging motion of one of the passageway membersrelative to the other one of the passageway members, wherein during usethe inclination of a floor surface of each of the two passageway membersis optimized by positioning the flexible connection substantially abovea highest point of the wing of the aircraft.